Motorcycle Review: 2011 Triumph Tiger 800

David Booth with a 2011 Triumph Tiger 800.

PHOTO: Tim Keeton, Impact Images

A bike I would buy

By David Booth, Postmedia News

Originally published: July 21, 2011

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Anstey, England • I made a mistake. I listened to, or more accurately, read, someone else’s opinion. Heeding their advice, I over-rode my initial gut reaction, a difficult decision since my gut is generally quite accurate. And, as it turns out, it was again.

I was planning a ride around the motherland (well, the half of me that isn’t French-Canadian, at least) and, being mildly patriotic, I thought it appropriate that I borrow a Triumph for the sojourn. But which one to choose? In recent years, the once tiny manufacturer has greatly expanded its lineup and what was an easy choice previously was made much more difficult by the many gleaming steeds in its showroom.

My natural tendency was to gravitate to the Tiger adventure tourers. My tired old bones like the seating position and most of these pseudo dirt bikes actually handle quite well on the road. Throw on some saddlebags and you’re ready to take on the open road, paved or no. Since there was a new 800-cubic-centimetre version just out, it made sense to select one of those.

But then I read a few road tests from the overseas press launch and the feedback had me doubting my choice. The engine was supposed to be lethargic, the engine’s vibration tingly and the handling but so-so. This gave me pause and then, though I know the World Wide web is about as reliable as a Fiat held together by baling wire, I took those online opinions as gospel. I opted instead for the more traditional sport-touring Sprint GT, a known quantity that has already proved itself stalwart. Then, just because I am impossibly stubborn, I rode the Tiger 800 for two days before I set out on my trip.

Mistake. Big mistake. It turns out that — surprise, surprise — the little Tiger 800 is one terribly sweet ride. It may, in fact, be the best bike I’ve tested in the last few years, a conclusion I found incredibly frustrating because I had to now drop off the little sweetheart at Triumph headquarters because, like I said, I had valued some nimrod’s opinion over my own. What’s that adage used to describe egoists everywhere? The only time I was ever mistaken is when I thought I was wrong.

As it turns out, the motor — based on the 675-cc triple that powers the sporty 675R — is a gem. Stroked (the pistons remain the same size) to 61.3 millimetres to punch it out to 799 cc, the Tiger’s mill is just a marvel of mid-range grunt, especially in this mid-sized segment. By 4,000 rpm, it’s pulling strong and does so all the way to 8,500 rpm. There’s a little more than 80 horsepower on tap at the rear wheel and more than enough torque that the retuning — Triumph lowered the compression ratio and softened the cams as well as lengthened the stroke — delivers exactly the torque an adventure touring ride needs. I can only assume that those www-ers lamenting the Tiger’s performance were looking for the 675’s top-end rush, completely inappropriate for this segment.

As for vibration, my tester obviously didn’t receive the script calling for tingly fingers and feet. Oh, there’s a glorious rasp out the exhaust pipes on over-run at about 6,000 rpm, but the auditory accompaniment did not cue any physical manifestation of roughness. Ditto the gearbox, which is, pardon the cliché, buttery smooth. Finally, the darned thing is impossibly frugal; even hooning about at an almost-legal-in-England 85 miles per hour (almost 140 klicks) saw the bike average almost 50 Imperial miles per gallon, or 5.6 litres per 100 kilometres.

As for the handling, while it is noticeably different from a traditional sport bike — the 19-inch front semi-knobby tire sees to that — it is less condemnation than a choice. Combined with the wide handlebar, the Tiger (indeed, all adventure tourers) emphasizes steering neutrality rather than outright grip and lean angle. Whatever the case, it’s just so easy to rifle down a twisty English lane that one doesn’t miss clip-on handlebars or semi-slick tires at all. By the time you’ve exceeded the Tiger’s limits, somebody with a flashing light is chasing you.

But the Tiger’s biggest attribute is comfort. Compared with the more traditional Sprint — or any other sport tourer for that matter — the seating position is more upright and the legroom more plentiful. It’s one of the most natural seating positions I’ve ever encountered on a motorcycle, at least for my lumbar-challenged spine. The seat is also flat and at least semi-broad (it’s also adjustable 20 millimetres for height) making it a delight. Likewise, the suspension is calibrated as much for comfort as cornering. Load the Tiger up with Triumph’s hard saddlebags and I’d be ready for an extended tour to anywhere.

Issues with the Tiger are few. The windscreen is too small for serious wind deflection on the highway. Triumph does offer an optional taller screen, but it still isn’t wide enough. I suspect the aftermarket will solve this problem in short order if it hasn’t already. The other fault, and it’s one of those minor issues that can sometimes turn into a big deal, is the Tiger’s turning radius. So light and well balanced does the Tiger feel that you could easily make extremely sharp turns (in parking lots, etc.) were it not for the Tiger’s over-eager steering stops. The fork stops turning way too early and I found myself cursing, knowing I could have easily turned around for yet another infernal missed roundabout.

Nonetheless, the new Tiger 800 is an outstanding motorcycle and jumps to the top of my queue. People are always asking me what I would buy (were I not blessed with free motorcycles at my beck and call). You’re looking at it.

The 2011 Triumph Tiger starts at $12,199, growing to $13,099 for the (recommended) ABS version.

SIDEBAR

The most surprising thing about Triumph is that, according to Paul Taylor, the company’s public relations co-ordinator, it sees itself as a young company.

Though the Triumph motorcycle can trace its lineage back to 1902, the company sees itself as but 20 years old, commemorating the introduction of the first “modern” Triumphs in 1991. A modest 2,200 units were sold.

Since then, sales have risen rapidly and Triumph, unlike so many other motorcycle manufacturers experiencing declining sales, is expecting its best year ever with more than 50,000 units sold in 2010. If so, it will be the most in Triumph’s storied history. And, yes, that includes the supposed glory years: The “old” Meriden-based Triumph sold 47,000 units in 1967.